Engine control



Jan. 16, 1940. K. w. s. osTLlNG ENGINE'coNTRoL 2 Sheets-Sheet'v 1 Filed Fb. 15, 1938 .www mm. mw EN mmv. QN www.

f u mm w/f/ Patented Jan. 16, 1940 PATENT OFFICE A ENGINE CONTROL Karl W. S. Ostling, Los Angeles, Calif., assigner to California Machinery e Supply Co., Ltd., Los Angeles, Calif., a corporation of Delaware Application February 15, 199s, serial No. 190,624

14 Claims.

This invention relates generally to apparatus for controlling the operation of internal combustion engines, and has to do specifically, in certain of its" aspects, with combined deceleration and governor controls, with or without the added feature of manifold scavenging, and in other of its 'aspects with improvements in the individual controls.r With respect to the general combination of controls, the invention provides various improvements over the system described in Vanderpoel Patent No. 2,107,314, issued February 8, 1938,'

on Means for automatically controlling flow of fuel mixture to internal combustion engines.

One of my principal objects is to provide an improved arrangement of governor and deceleration controls attached to a common controlled suction passage valve, so as to be independently operable in their valve control. In the present system, these controls are applied to an auxiliary valve positioned in the suction passage at the outlet side of the throttle, valthough in my 'copending application, jointly with A. G. I-I. Vanderpoel, on Engine deceleration and governor control, Ser. No. 191,684, iiled Feb. 2l, 1938, I show combination governor and deceleration controls applied to the throttle valve itself. I'he general purpose of the governor is to limit maximum engine speed during normal operation at open throttle. The deceleration control, on the other hand, operates independently of the gov- A further object of the invention is to providel a deceleration control device which is itself controllable to cause the auxiliary valve to open asv the throttle is opened, in accordance with pressure changes in the suction passage between the throttle and auxiliary valve. The invention provides additional improvements with respect to deceleration controls involving the use of a suction passage pressure responsive pilot valve, that overcome certain objectionable characteristics of valve action experienced in other devices.

The invention includes'a number of featuresl and improvements in addition to those referred (o1. 12s-103) i to above, but all will be understood to better advantage without necessity for further preliminary discussion, from the following detailed description of the invention as embodied in certain of its typical and illustrative forms. Throughout the description reference is had to the accompanying drawings, in which:

Fig. 1 isl a transverse view showing the governor, deceleration control, and scavenging air valve mechanisms in horizontal section;

Fig. 2 is a vertical section on line 2-2 of Fig. 1; Fig. 3 is a section on line 3 3 of Fig. 2; Fig. 4 is a sectional view showing a variational form of relief valve;

Fig. 5 is a section on line 5-5 of Fig. 4; Fig. 6 shows a second variational form ofrelief valve;l and l Figs. 7 and 4il are diagrammatic views illustrating relative positions of the throttle and auxiliary valves under certain conditions of operation. lReferring flrst -to Figs. 2 and 3, the suction passage, generally indicated at I0, comprises an upper section Il which may be the lower part of a suitable down draft type carbureter. The lower section of the suction passage isy formed by a body i2 having suitable means such as flanges I3, Fig..2, for attachment to the engine intake manifold, not shown. Suction passage section II contains the usual throttle valve I4 carried on shaft I5 that is operated in the usual manner by suitable attachment to the throttle arm I8. As will be understood, the throttle I4 controls the flow of combustible fuel and air mixture from the carbureter to the engine, specific showing of the carbureter and idling fuel passage being omitted since they are unnecessary for full understanding of the invention. For reference purposes, suction passage at Illa above the throttle may be regarded as the inlet portion, and the passage at Illb below `the later described auxiliary valve as the outlet portion.

The auxiliary valve I1, which conveniently may be of the simple butterfly type, is carried on shaft I8 journaled in roller bearings I9 within section I2 of the suction passage at'a suitable distance below the throttle I4. As best illustrated in Fig. 1, operation of the auxiliary. valve I'I is controlled by a governor device, generally indicated at 20, connected to one end of the valve shaft I8, and by a deceleration control device, generally indicated at 2|, applied to the opposite end of the shaft. Under certain conditions of engine operation, scavenging air is admitted to the suction passage at the outlet side of the auxiliary valve,

under control of a piston operated air valve assembly denoted at 22. It may be stated at this point that the function of the governor 20 is to control the position of the auxiliary valve independently of the throttle to limit engine speed at open throttle positions, while the function of the decelerating control 2| is to control, independently of the governor and throttle, the auxiliary valve to substantially completely close the suction passage when the throttle is in its closed (idling) position and the engine is operating under momentum. The function of the valve assembly 22 is to admit scavenging air to the manifold under the condition last named, i. e., when the engine is operating under momentum with the throttle closed. It is to be understood that in certain of its aspects, the invention is not to be regarded as limited to the use of a governor, deceleration control or air admission valve of any specific constructions, although the types and forms illustrated are preferred.

Referring to Fig. l, the governor 20 comprises an elongated body 23 suitably attachedto the block I2, one end 23a of the body being closed by cover plate 24 and forming a housing for the governor connected end I8a of the valve shaft, the opposite end 23h of thebody containing a liner 25 that forms the governor piston cylinder. The outer end of the cylindric portion of the body is closed by threaded plug 26 carrying a removable cap 21. Piston 28 constitutes a pressure responsive element movable in accordance with pressure changes in the suction passage at the outlet side of the auxiliary valve, which pressure changes are communicated'to the cylinder chamber 29 by way of opening 30 below valve I1 in closed position. see Fig. 3, passages 3l and 32, and a calibrated orice 33. As viewed in Fig. 3, opening 30 lies at the near side of the suction passage, but is shown in dotted lines to illustrate its position below the valve I1.

The governor piston 28 has a lost motion connection with the valve shaft I8, by way of rod 34 pivoted to the bifurcated shaft arm 35. Head 34a on the outer end of the rod is received within a bushing 36 threaded into the piston and seating against a lock washer 36a, the seat portion 36h of the bushing being engageable with the head 34a to rotate shaft I8 in a valve closing direction,

and the head 34a being movable away from the seat 36D to permit further closing of the auxiliary valve beyond that eected by the governor.

Movement of piston 28 in response to suction communicated to chamber 29 is yieldably resisted by a comparatively light coil spring 38 confined between the piston and plug 26. Toward the end of its valve closing travel, movement of the piston is also resisted by a comparatively strong spring 39 placed between an adjustment screw 40 and the head 4I of a guide pin 42 movable longitudinally within a bore 43 inthe screw 40. At open throttle positions with the engine running at less than the maximum speed which the governor is set to maintain, piston 28 is moved by coil spring 38 to substantially the position shown, in which the piston is disengaged from the stop pin. As the engine speed tends to increase beyond the limit which the governor is set to maintain, suction communicated to the piston chamber 29 through passages 3|, 32 and orifice 33, moves the piston to bring seat 36h into engagement with the rod head 34a, and then to rotate shaft I8 in a valve closing direction. As the piston approaches its limitof travel, it engages the stop pin head 4I and slightly compresses the relatively stiff spring 39 to the extent that the combined spring resistance arrests further travel of the piston.

'Ihe limit of piston travel in valve closing direction, and therefore the closed position of the valve and the governed engine speed, are determined by the position of the stop pin 42 and are controllable by adjusting screw to vary the point at which the piston will come into engagement with head 4I of the stop pin. When the engine decelerates below its maximum governed speed, the pressure in chamber 29 is increased, permitting spring 88 to return the piston to its starting position. The auxiliary valve is movable to fully closed position under control of the decelerating device 2 I, as will presently appear, by reason of the lost motion connection between rod 34 and the governor piston.

The decelerating control and air valve assemblies are contained within a body 45 suitably attached to the side of block I2 opposite the governor. A chamber 46, closed by cover plate 41, receives the projecting end I8b of the valve shaft. The deceleration control 2I comprises a piston 48 within a cylinder formed by liner 49 inserted within a cylindrical bore in the body, the outer end 45a of which is closed by a plate 50 attached by screws 5I to the body anges. Rod 52 having a ball and socket connection at 53 with the piston 48, is pivotally connected at 54 with an arm 55 carried on the valve shaft I8. Thus movement of the piston toward and away from the inner end of the cylinder operates respectively to open and close the valve I1. Valve closing travel of the piston isresisted by coil spring 56 confined between the piston and the cover plate 50, as illustrated.

Operation of the piston 48 under the influence of suction passage pressure is controlled by a pilot valve mechanism, generally indicated at 51, comprislng a valve 58 normally closing passage 59 extending centrally through the cover plate 50, the valve stem 60 being confined within a tubular guide 6I formed integrally with the cover plate. Normally the valve is held in seated position by coil spring 62 bearing lagainst a seat 68 supported by screw 64 extending through the spring housing 65, the screw being adjustable to regulate the spring resistance to opening of the valve. The piston chamber 66 is communicable under control of the valve 58, with the suction passage outlet Ib beyond the auxiliary valve I1, by way of passage 61 and the spring chamber 68. Spring 56 normally maintains the piston 48 in a position to the left of that illustrated, holding the auxiliary valve I1 open. At times when the throttle I4 is closed and the engine is operating under momentum, the depression communicated through passage 61 to the pilot valve chamber 6l, causes the valve 58 to open against, the resistance of spring 62, 'and tocommunicate the suction passage depression to chamber 66. Piston 48 thereupon moves against the resistance of spring 56 to the point of completely `closing the auxiliary valve I1, it being understood that atmospheric pressure exists in the body chamber 46, as in chamber-.10 at the inner end of the governor cylinder.

Return movement of piston 48 in a valve opening direction is controlled by a relief valve generally indicated at 1I, see Figs. 2 and 3, the operation of which is controlled in accordance with the pressure existing in the suction passage between valves I4v and I1. Valve 1I comprises a cylindric body 12 having a lower tubular pin end 13 threaded into a boss 14 on top of body section 45 of the apparatus. The relief valve body 12 is closed by cap 15 -l'iaving a vent opening 18. Body 12 contains a piston 11 .which carries a needle valve 18 that controls communication. between the suction passage and piston chamber 66. `way of passage 19 leading from .a port 18a between valves I4 and I1, annular groove 80, passages III, chamber 82, passage 83 and passage 84 extending longitudinally within body 45, see

Fig. 2, to port 85 leading into the piston chamber.

' though the latter is fully closed, ordinarily in practice it is impossible to maintain a perfect flt between the'valve periphery'of the suction passage bore, with the result that some leakage will occur past the valve I1 resulting in a comparatively slight depression, `say in order of 1/2'" of water, between the two valves I4 and I1. Spring 86 is sufllciently light that piston 11 is responsive to the comparatively slight depression communicated through passage 19, Vto seat the valve 18. The valve 18 will thus be closed whenever there is a depression inside the throttle equal to or greater than that specified. And thus valve 18 will be closed not only whenever the throttle is closed but also ordinarily during operation of the engine throughout the normal operating ranges.

As previously explained, the deceleration controlpiston 48 operates to close the auxiliary valve when the throttle is closed and the engine is operating under momentum. During this time,

the relief valve device 1I closesdirect communi-v cation between the piston chamber 66 and the suction passage, between the valves I4 and I1. Upon subsequent opening movement of the throttle I4, however, the depression between the throttle and auxiliary valves is relieved, with the result that valve 18 opens to bleed air from the suction passage into the 'chamber 66,fthus causing the piston 48 to immediately open the auxiliary valve under the influence of spring 58.

In Figs. 4 and 5 I showa variational vform of relief valve, generally indicated at 88, similar in general function to the described relief valve 1Ibut differing in that thev valve proper is controlled by a pressure responsive diaphragm that causes the valve to vent aix-,from thel atmosphere outside the suction passage into the decelerator piston chamber, instead of venting air into the chamber from the suction passage. In the device 348, a diaphragm 89 is clamped between body sections and 9|, the chamber 92 below .the diaphragm being vented to `the atmosphere through opening 93. The diaphragm carried valve 94 seats upwardly to close communication between passage 84 and bore 95 connecting with chamber 32. At closed positions of the throttle and auxiliary valves, the suction passage depression is communicated by wayv of opening 19a and passages 19 and 96, to chamber 31 above the diaphragm to seat the valve 94./ As the throttle is opened, relieving the depression above the diaphragm, the valve opens by gravity, to bleed air through opening 93, passages 95 and 84 into the piston chamber 86.

Fig. 6 shows.a'furthervariational form of relief valve similar in all respects to the forml illustrated in Figs. 4 and 5, except that a floating type valve actuating diaphragm is used. Here Such 'communication occurs bythe diaphragm 88 is in the form of a thin disk bodily movable lvertically within the body and having a slight clearance at 9.9, in the order of a few thousandths of an inch, from'the bore wall |00. The clearance is sufiiciently small to render the disk 88 immediately responsive to suction communicated to the chamber 91 above, and to enable the disk to hold the valve 84 closed during the continuance of such suction. `A

Referring no'w to the air valve assembly 22, part .|0| clamped between body wall .|02 and a tubular inlet |03, is shaped as illustrated to form a cylinder |04 for the piston |05, a seat |06 for the valve |01, and a guide |08 for the valve stem |09 attached at I I0 to the piston. The piston chamber III communicates by way of tube II2 with `passage II3 leading to the suction passage at ydicated by the dotted line port I|3a in Fig. 3.

the port being shown in dotted lines since ac-4 tually it is positioned in the near side of the suction passage as viewed in Fig. 3. Opening movement of the valve |01 is yieldably resisted by coil spring II4 and is limited by engagement with a stop screw I I5 carried by spider IIB against which the spring bears, the stop screw being adjustable to regulate the open position of the valve. f Y

Valve |01 opens during engine operation underl momentum with the throttle and auxiliary valves closed, to admit scavenging gas (air) to the suction passage beyond the auxiliary valve, for the purpose of scavenging the manifold of fuel that might otherwise accumulate or remain within the piston toward the left, openingl valve |015 and admitting scavenging air to the manifold. The inner end of the piston chamber maybe vented through opening II8vto permit immediate movement of the piston in response to the suction passage pressure communicated thereto.

'The operation of the apparatus as a whole maybe understood more clearly by considering diagrammatic Figs. 'I and 8, together with the other views. Assume first the engine to be'operating at wide open .throttle with the speed tending toexceed the maximum speed which the governor 20 is set to maintain (by adjustment lof screw 40) as previously explained. The high speed engine operation produces a depression that is communicated through opening 30 and passages 3| and 32 to the governorpiston chamber 28, causing the piston to close thecauxiliary valve to an intermediate, position such as illustrated in Fig. 7, to reduce the engine speed to the predeermined maximum. It will be understood that during governed maximum speed operation as just described, the depression existing operation with the throttle closed. Likewise, a corresponding low suction passage pressure is required to unseat the air admission valve |01,

tion passage pressure existing during momentum so that the latter remains closeduntil the deceleration control 2| comes into operation.

Assume now that the throttle |4 is closed to idling position, see Fig. 8, and that the engine is operating under momentum. The depression communicated to the pilot chamber 58 by way of passage 8l, unseats valve 58, communicating the depression to chamber 88 and causing the piston 48 to fully close the auxiliary valve |1, as shown in Fig. 8. As illustrated in Fig. 1, the lost motion connection between the governor piston 28 and rod 34 permits the auxiliary valve to become fully closed without interference by and independently of the governor. At the same time, the corresponding depression communicated t the air valve piston chamber III causes atmospheric pressure at the opposite end of the piston to unseat valve |01, admitting scavenging air to the suction passage through passage H3.

During momentum operation, the relief valve 18 is held closed by the depression communicated through passage 19. As soon as the throttle |4 is again opened, the relief valve opens to admit air to the deceleration control piston chamber 66, causing the auxiliary valve to be immediately opened by spring 56. Simultaneously with the resultant increase in pressure in the suction passage outlet, spring ||4 seats valve |01 to cut oi the admission of scavenging air to the manifold', and spring 62 seats the pilot valve 58 if it has not been already seated by the provision hereinafter explained. As soon as the auxiliary valve |1 opens the depression communicated to port 19a will again close the relief valve 1|.

In connection with the operation of the deceleration control 2|, it has been observed that where maintenance of valve closing depression within the piston chamber is exclusively under control of the pilot valve, the latter at times has a tendency to flutter or intermittently unseat in maintaining that depression. Also it has been observed, particularly in the operation of other forms of pilot valve mechanisms, that the valve action is iniiuenced by heat from the engine. In accordance with the invention, We stabilize the operation of the pilot valve 58, and cause it to remain seated after initially opening to cause piston 48 to sufliciently close the auxiliary. valve, by providing a port |20 that maintains a con-V stant communication between passage 61 and the piston chamber 66. Port |20 is suiiiciently restricted that upon rapid closing of the throttle during momentum operation of the engine, the depressioncommunicated to passage 61 will cause the pilot valve 58 tounseat. However, after piston 48 is moved to its valve closing position, the constant communication of suction to the piston chamber through port |20 maintains the piston in that position/permitting the pilot valve to move to and remain seated.

In order that during normal operation piston 48 and the auxiliary valve |1 will remain unaffected by suction communicated to chamber 66 through port |20, I provide a calibrated orice |2| in the wall cf the piston chamber, see Fig. 2, which normally vents the chamber to the atmosphere and at such times relieves any suction in the chamber to the extent that spring 56 will maintain the auxiliary valve in open position. Orifice |2| however is closed by the piston at the end of its valve closing travel to seal the4 1. In combination with an internal combustion engine, a carbureter and a suction passage connecting the carbureter with the engine, a throttle valve in said passage, an auxiliary valve in the passage at the engine side of the throttle, means actuated by virtue of engine operation under subnormal load at above idling speed to fully close said auxiliary valve, and means responsive to pressure in said suction passage between the throttle and auxiliary valves for causing the auxiliary valve to open from fully closed position.

2. In combination with an internal combustion engine, a carbureter and a suction passage connecting the carbureter with the engine, a throttle valve in said passage, an auxiliary valve in the passage at the engine side of the throttle, means comprising a pressure responsive member operable by virtue of abnormally low suction passage pressure at the engine side of theI auxiliary valve to fully close the latter, and means responsive to suction passage pressure between the throttle and auxiliary valves for supplying air to said suction responsive member to cause the auxiliary valve to open from fully closed position.

3. In combination with an internal combustion engine, a carbureter, and a suction passage therebetween having a control throttle; an auxiliary valve in the suction passage, means actuated by virtue of depression in the suction passage greater than normal idling with the throttle in idling position, to fully close said auxiliary valve, said last mentioned means embodying a depression actuated element acting directly on the valve to close it, means for applying depression to said element only when the depression in the suction passage is greater than normal idling with the throttle in idling position, and means for relieving the depression applied to said element by virtue of pressure increase in the suction passage between said throtle and the auxiliary valve as the throttle 1s opened.

4. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a throttle in said passage, and an auxiliary valve in the passage at the outlet side of the throttle; means forming a chamber communicable with said suction passage at the outlet side of the auxiliary valve, a pressure responsive member in said chamber connected to said auxiliary valve, a pilot valve device yoperable to communicate lthe outlet suction passage pressure to said chamber to cause said pressure responsive member to fully close the auxiliary valve when the throttle is closed and the engine is operating under momentum, a relief valve normally closing an air passage communicating with said chamber independently of said pilot valve device, and means responsive to the suction passage pressure between said throttle and auxiliary valve for opening the relief valve to admit air to said chamber to cause the auxiliary valve to open when the throttle is opened.

5. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a valve in said suction passage, means forming a chamber communicable with the suction passage at the outlet side of the valve, a pressure responsive member in said chamber connected to said valve, a normally closed pilot valve operable to communicate the outlet suction passage pressure to said chamber to cause said pressure responsive member to close the suction passage valve, and means providing an open communication between said chamber and suction pasalsace@ a suction passage having an inlet and an outlet,

a valve in said suction passage, means forming a chamber communicable with the suction passage at the outlet side of the valve, a pressure responsive member in said chamber connected to said valve, a normally closed pilot valve operableto communicate the outlet suction passage pressure to said chamber to cause said pressure responsive member to close the suction passage valve, and means providing an open communi- Y cation'between said chamber and suction passage outlet independently of said pilot valve, when said pressure responsive member is positioned to close the suction passage valve, the last mentioned means comprising a passage opening into said chamber and in constant communication with the suction passage outlet.

7. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet,J

valve, means providing an open communication' between said chamber and suction passage outlet independently of said pilot valve, when said pressure responsive member is positioned to-close the suction passage valve, and an air admission4 port in the wall of said chamber, said port being closed by said pressure responsive member in its valve closing position.

8. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a valve in said suctionl passage, means forming a chamber communicable with the suction passage at theoutlet side of the valve, a pressure responsive member in saiddchamber connected to said valve, a normally closed pilot valve operable to communicate the outlet suction passage pressure to said chamber to cause said pressure responsive member to close the suction passage valve, means providing an open communication between said chamber and suction passage'outlet independently of said pilot valve, when said pressure responsive member is positioned to close the suction passage valve, the last mentionedv means comprising a passage opening into said,

chamber and in constant communication with the suction passage outlet, and an air admission port in the wall of said chamber, lsaid port being closed by said pressure responsive member in its valve closing position.

9. In combination with an internal combustion engine, a carburetoi\and a suction passage connecting the carbureten witlthe engine, a

Y'throttle valve in said passage, an auxiliary Valve ing a suction passage having an Vinlet and an outlet, a valve in said suction passage,means forming a chamber communicable with the suction passage at the outlet side of the valve, a pressure responsive member in said. chamber connected to said valve, a normally closed pilot valve [means exposed on one face to the pressure existent in said chamber and on an opposite face to the pressure existent in the suction passage outlet and operable by difference between said pressures to communicate the suction passage outlet pressure to said chamber when said last named pressure is abnormally low, to cause the pressure responsive member to close said'valve.- and means for relieving the low pressure existent in said chamber. l

l1. In engine fuel feeding apparatu'scomprising a suction passage having an inlet and an outlet, a valve in said suction passage, means forming a chamber communicable with the suction passage at" the outlet side of the valve, a pressure responsive member in.said chamber connected to said valve, a normally closed pilot valve means exposed on one face to the pressure existent in said chamber and on'an opposite face to the pressure existent in the suctionpassage outlet and operable by diierence between said pressures to communicate the suction passage outlet pressure to said chamber when said last named pressure is abnormallylow, to cause the pressure responsive member to close said valve, means independent of said pilot valve means and acting to apply the suction passage outlet pressure to Isaid chamber when the pressure responsive member is positioned to' close the suction passage valve, and means for relieving the low pressure existent in said chamber.

12. In engine Lfuel feeding apparatus comprising a suction passagev having an inlet and an outlet, a valve in said suction passage, means formingv a chamber communicable with the suction passage at the outlet vside ofthe valve, .a pressureA responsive member in said chamber connected to said valve, said chamberhaving a port in its wall, an outwardly opening pilot valve seated in said port, means applying to the outer face of said pilot valve the pressure existent in the suction passage outlet, yielding means opposing let, a throttle in said passage, and an auxiliaryv valve in the passage at the outlet side of the throttle; means forming a chamber communicable with the suction passage outlet, -a pressure responsive member in said chamber connected to the auxiliary valve, a normally closed pilot valve means exposed on one face to the pressure existent in said chamber and on an opposite face to the pressure existent in the suction passage and` operable by difference between said pressures to communicate the suction passage outlet pressure to said chamber when said last mentioned pressure is abnormallyI low, lto cause the pressure responsive member to close said valve, a relief valve normally closing an air passage communi- `cating with said chamber independently of the pilot valve means, and means responsive to the suction passage pressure between the throttle and auxiliary valve for opening the relief valve to admit air to said chamber to cause the auxiliary valve to open when the throttle is opened.

14. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a throttle in said passage, and an auxiliary valve in the passage at the outlet side of the throttle; means forming a chamber communicable with the suction passage outlet, a pressure responsive member in said chamber connected to the auxiliary valve, a normally closed pilot valve means exposed on one face to the pressure existent in said chamber and on an opposite face to the pressure existent in the suction passage and operable by difference between said pressures to communicate the suction passage outlet pressure member is positioned to close the suction passage valve, a relief valve normally closing an air passage communicating with said chamber independently of the pilot valve means', and means responsive to the suction passage pressure between the throttle and auxiliary valve for opening the relief valve to admit air to said chamber y to cause the auxiliary valve to open when the throttle is opened.

KARL W. S. OSTLJNG. 

